CN218662040U - Automobile rear auxiliary frame and automobile - Google Patents

Abstract

The utility model provides a sub vehicle frame and car behind car, this sub vehicle frame include along putting two longerons of car Y to mutual disposition behind the car to and connect front beam and the back beam between two longerons, and front beam and back beam along putting in order car X to the interval setting. The front cross beam comprises a middle part and end parts positioned on the left side and the right side of the middle part, and each side end part is connected with the longitudinal beam on the same side. And along the direction of pointing to the homonymy longeron, each side tip part is along the width of whole car X to gradually increasing setting, and the bottom of both sides tip part all is equipped with the reduction gear installing support that is close to homonymy longeron and arranges. Sub vehicle frame behind car, can have better structural strength, can improve the structural strength of reduction gear installing support department to excitation energy when can effectively attenuate reduction gear, tire motion reduces car internal vibration noise, promotes the car in passenger and takes travelling comfort and whole car and operates the stability ability.

Description

Automobile rear auxiliary frame and automobile

Technical Field

The utility model relates to the field of automotive technology, in particular to sub vehicle frame behind car, simultaneously, the utility model discloses still relate to the car that is equipped with sub vehicle frame behind this car.

Background

The rear auxiliary frame of the automobile is mainly used for bearing the excitation of the speed reducer and the load and motion excitation of the tire, so that the structural strength of the installation point of the speed reducer directly influences the vibration strength caused by the transmission of the excitation of the speed reducer and the tire to the automobile body. In addition, in order to provide the vehicle with good stability performance, it is also necessary that the reducer mounting point have strong rigidity so as to have a good strength base in performing stability operation. However, the structural strength of the mounting point of the speed reducer on the conventional rear subframe is generally weak, so that large noise is easily generated in the vehicle, and the riding comfort of passengers in the vehicle is reduced.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at providing a sub vehicle frame behind car to improve the structural strength of reduction gear installing support department, promote passenger's riding comfort.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a rear auxiliary frame of an automobile comprises two longitudinal beams which are oppositely arranged along the Y direction of the whole automobile, and a front cross beam and a rear cross beam which are connected between the two longitudinal beams, wherein the front cross beam and the rear cross beam are arranged at intervals along the X direction of the whole automobile;

the front cross beam comprises a middle part and end parts positioned on the left side and the right side of the middle part, and the end parts on each side are connected with the longitudinal beams on the same side;

along directional homonymy the direction of longeron, each side the tip part sets up along whole car X to width gradually big, and both sides the bottom of tip part all is equipped with and is close to the homonymy the reduction gear installing support that the longeron was arranged.

Further, the speed reducer mounting bracket includes a bracket body connected to the end portion, and a mounting sleeve connected to the bracket body.

Further, the bracket body comprises a first bracket and a second bracket;

the first support is provided with a main plate and side plates positioned on the left side and the right side of the main plate, and a first mounting groove is formed in the bottom of the main plate;

the second support is connected between the side plates on the two sides, and a second mounting groove is formed in the bottom of the second support;

one end of the mounting sleeve is connected in the first mounting groove, and the other end of the mounting sleeve is connected in the second mounting groove.

Furthermore, a reinforcing bulge in a herringbone shape is arranged on the main board, the reinforcing bulge surrounds the first mounting groove and is positioned above the first mounting groove along the Z direction of the whole vehicle; and/or the presence of a gas in the gas,

the main board is provided with a first support arm and a second support arm which are positioned at the left side and the right side of the first mounting groove, the first support arm and the second support arm both extend downwards along the Z direction of the whole vehicle, and the extension lengths of the first support arm and the second support arm are different; one end of the main board close to the end portion is provided with a first chamfer portion and a second chamfer portion which are both arched, and the height-width ratio of the first chamfer portion and the second chamfer portion is different.

Further, the second bracket is L-shaped and is provided with a first plate body arranged side by side with the main plate and a second plate body arranged close to the end part;

the first plate body is connected with the side plates on the two sides, the second mounting groove is formed in the bottom of the first plate body, the second plate body is connected with the side plates on the two sides and the end portion, and a reinforcing portion which is S-shaped bent is arranged on the second plate body.

Furthermore, the bottom of the longitudinal beam on two sides is connected with a suspension pull rod mounting frame, part of the suspension pull rod mounting frame is connected to the bottom of the front cross beam, and the first support and/or the second support are/is connected with the suspension pull rod mounting frame.

Furthermore, the longitudinal beam is of an arch structure which is arched towards the inner side of the rear auxiliary frame of the automobile, the front cross beam and the rear cross beam are connected with the arched part of the longitudinal beam, and the parts of the end parts at two sides, which are connected with the longitudinal beam, are of arch structures which are arched towards the same side of the longitudinal beam.

Furthermore, a plurality of reinforcing areas bent into a triangle are arranged at the tops of the end parts at two sides, and the reinforcing areas on the end parts at each side are arranged close to the longitudinal beams at the same side; and/or reinforcing bosses protruding upwards along the Z direction of the whole vehicle are arranged at the tops of the end parts at the two sides.

Furthermore, lightening holes are formed in the tops of the end portions on the two sides, and at least one lightening hole is located on the reinforcing boss.

Compared with the prior art, the utility model discloses following advantage has:

the utility model discloses a sub vehicle frame behind car, through setting up the reduction gear installing support in the tip part of front beam to be close to the longeron and arranging, simultaneously, along the direction of pointing to homonymy longeron, each side tip part is along the width of whole car X to increase the setting gradually, can increase the connection area and the joint strength between tip part and the longeron, can make the sub vehicle frame behind the car whole have better structural strength; in addition, the structural strength of the mounting bracket of the speed reducer can be improved by means of the structural strength of the longitudinal beam, so that the excitation energy of the speed reducer and tires during movement can be effectively attenuated, and the riding comfort and the whole vehicle operation stability of passengers in the vehicle can be improved.

In addition, the speed reducer mounting bracket comprises a bracket body and a mounting sleeve, and is simple in structure and convenient to design and implement. The first support is provided with a main plate and side plates positioned on the left side and the right side of the main plate, so that the first support is integrally of an arch structure and has better structural strength, and the integral structural strength of the support body can be improved. Through set up the enhancement arch that is "people" style of calligraphy on the mainboard, can improve the structural strength of mainboard, and make and strengthen protruding setting around first mounting groove, then be favorable to improving installation sleeve's installation intensity.

Secondly, the second support is L-shaped, so that the second support has better structural strength, and the reinforcing part bent in an S shape is arranged on the second plate body, so that the structural strength of the second plate body can be improved, and the vibration transfer energy is reduced. The suspension pull rod mounting frame is connected to the bottom of the longitudinal beam, and the part of the suspension pull rod mounting frame is connected with the front cross beam, so that the overall structural strength of the auxiliary frame behind the automobile can be improved, the strength of the mounting bracket of the speed reducer can be increased, and the vibration response sensitivity can be reduced.

In addition, the longitudinal beam is constructed into an arch structure which is arched towards the inner side of the rear auxiliary frame of the automobile, the structural strength of the longitudinal beam can be improved, and the front cross beam is connected with the arched part, and the part where the end part is connected with the longitudinal beam is constructed into the arch structure, so that the structural strength of the whole rear auxiliary frame of the automobile can be improved. By providing the reinforcing region or the reinforcing protrusion on the end portion, the structural strength of the end portion can be improved, so that the structural strength of the reducer mounting bracket can be improved, and the excitation energy of the reducer and the tire during movement can be attenuated.

Another object of the present invention is to provide a car, wherein the car rear auxiliary frame is provided with a front auxiliary frame.

Car sub vehicle frame behind with above-mentioned car, it is the same for the beneficial effect that prior art has, no longer give unnecessary details here.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

fig. 1 is a schematic structural view of a rear subframe of an automobile according to an embodiment of the present invention;

FIG. 2 is a front view of the structure shown in FIG. 1;

FIG. 3 is a schematic structural view of the structure shown in FIG. 1 after being turned over along the Z direction of the whole vehicle;

FIG. 4 is a schematic structural view of the structure shown in FIG. 1 after being turned over in the direction of the vehicle X;

FIG. 5 is an enlarged view of portion A of FIG. 1;

FIG. 6 is an enlarged view of portion B of FIG. 3;

FIG. 7 is an enlarged view of portion C of FIG. 4;

fig. 8 is a schematic structural view of a reducer mounting bracket according to an embodiment of the present invention;

fig. 9 is a schematic structural view of a bracket body according to an embodiment of the present invention;

fig. 10 is a schematic structural view of a first bracket according to an embodiment of the present invention;

fig. 11 is a schematic structural diagram of the first bracket at another viewing angle according to the embodiment of the present invention;

fig. 12 is a schematic structural diagram of the first bracket at a further viewing angle according to the embodiment of the present invention;

fig. 13 is a schematic structural view of a second bracket according to an embodiment of the present invention.

Description of reference numerals:

1. a stringer; 2. a front cross member; 3. a rear cross member; 4. a speed reducer mounting bracket; 5. a suspension rod mounting bracket; m, reinforcing area;

201. a middle portion; 202. an end portion; 2021. reinforcing the boss; 2022. lightening holes;

401. a stent body; 402. installing a sleeve;

4011. a first bracket; 40111. a main board; 40111a, reinforcing protrusions; 40111b, a first support arm; 40111c, a second support arm; 40111d, first chamfered portion; 40111e, second chamfer; 40112. a side plate; 40113. a first mounting groove;

4012. a second bracket; 4021. a first plate body; 4022. a second plate body; 4022a reinforcing part; 4023. and a second mounting groove.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

In the description of the present invention, it should be noted that terms of orientation such as "up, down, left, right, front, and rear" used in the present embodiment are defined with reference to the up-down direction, the left-right direction, and the front-rear direction of the automobile. The vertical direction of the vehicle is also the height direction (Z direction) of the vehicle, the front-rear direction of the vehicle is also the length direction (X direction) of the vehicle, and the left-right direction of the vehicle is also the width direction (Y direction) of the vehicle. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, in the description of the present invention, the terms "mounted," "connected," and "connected" are to be construed broadly unless otherwise specifically limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in conjunction with the specific situation for a person of ordinary skill in the art.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

The embodiment relates to a rear auxiliary frame of an automobile, which comprises two longitudinal beams 1 oppositely arranged along the Y direction of the whole automobile, a front cross beam 2 and a rear cross beam 3 connected between the two longitudinal beams 1, wherein the front cross beam 2 and the rear cross beam 3 are arranged at intervals along the X direction of the whole automobile.

The front cross member 2 includes a middle portion 201, and end portions 202 located on both left and right sides of the middle portion 201, and each of the end portions 202 is connected to the side member 1 on the same side. And, along the direction of pointing to homonymy longeron 1, each side tip portion 202 is along the width of whole car X to the increasing setting, and the bottom of both sides tip portion 202 all is equipped with the reduction gear installing support 4 that is arranged near homonymy longeron 1.

The sub vehicle frame behind car of this embodiment through set up reduction gear installing support 4 at the tip part 202 of front beam 2 to be close to longeron 1 and arrange, simultaneously, along the direction of directional homonymy longeron 1, each side tip part 202 gradually sets up along the width of whole car X to big, and the area and the joint strength of connection between multiplicable tip part 202 and longeron 1 can make the whole better structural strength that has of sub vehicle frame behind the car. In addition, the structural strength of the reducer mounting bracket 4 can be improved by means of the structural strength of the longitudinal beam 1, so that the excitation energy of the reducer and tires during movement can be effectively attenuated, the vibration noise in the vehicle can be reduced, and the riding comfort of passengers in the vehicle and the stability of the whole vehicle can be improved.

Based on the above general description, an exemplary structure of the rear subframe of the vehicle according to the present embodiment is shown in fig. 1 to 7, and the entire structure is a left-right symmetric structure, and only the structure on the right side is taken as an example for description. Wherein, for the overall structure intensity that improves sub vehicle frame behind the car, longeron 1 of this embodiment is the domes that arch out to sub vehicle frame inboard behind the car. In addition, the longitudinal beam 1 of the present embodiment has a cavity formed therein and extending in the longitudinal direction thereof, and the longitudinal beam 1 is formed by fastening and connecting an upper longitudinal beam plate and a lower longitudinal beam plate. Of course, the side member 1 may be formed of a tubular member as it is, instead of the upper side member plate and the lower side member plate.

With reference to fig. 1 to 3, the front cross member 2 and the rear cross member 3 of the present embodiment are connected to the arched portion of the longitudinal member 1, so that the structural strength of the rear subframe of the vehicle as a whole can be improved, and the strength of the reducer mounting bracket 4 can be improved by the structural strength of the longitudinal member 1. As a further embodiment, as shown in fig. 2 and 5, the portions where the side end portions 202 are connected to the side members 1 are each an arch structure that arches toward the same side member 1. With this arrangement, the connection area between the end portion 202 and the side member 1 can be increased, and the connection strength between the front cross member 2 and the side member 1 can be improved.

In this embodiment, to further improve the strength of the speed reducer mounting bracket 4, as shown in fig. 5, the top of each of the two side end portions 202 is provided with a plurality of reinforcing regions M (regions shown by broken lines in fig. 5) bent into a triangular shape, and the reinforcing regions M on each of the side end portions 202 are disposed close to the longitudinal beams 1 on the same side. By providing a triangular reinforcing region M, the structural strength of the end portion 202 can be further improved. Further, as shown in fig. 5, reinforcing bosses 2021 are provided at the tops of both side end portions 202 so as to project upward in the entire vehicle Z, to enhance the strength of the front cross member 2.

Here, it should be noted that the number of the reinforcement regions M and the shape and number of the reinforcement bosses 2021 are not particularly limited in this embodiment, and for example, as shown in fig. 5, two reinforcement regions M and one reinforcement boss 2021 are provided, each having a circular shape. The diameter of the reinforcement boss 2021 may be set to 35mm to 40mm, and for example, in a specific embodiment, the diameter of the reinforcement boss 2021 may be set to 40mm.

In addition, in order to facilitate the overall light weight design, lightening holes 2022 are arranged at the tops of the end portions 202 at two sides, and at least one lightening hole 2022 is positioned on the reinforcing boss 2021. As an exemplary structure, as shown in fig. 5, two elongated lightening holes 2022 and one circular lightening hole 2022 are provided on the end portion 202, respectively, and the circular lightening holes 2022 are provided on the reinforcing protrusion 40111a. It should be noted that the number and shape of the lightening holes 2022 can be adjusted according to design requirements. Further, in order to achieve the strength difference to avoid resonance, the structures of the bottom and top of the end portion 202 are different, wherein, as a specific embodiment, only the reinforcement protrusion 40111a is provided at the bottom of the end portion 202 in the present embodiment. So set up, can make the additional strengthening of two faces about the front beam 2 different to realize the intensity difference, avoid local plate resonance, reduce the vibration transfer energy.

As shown in fig. 6 to 8 in combination, the speed reducer mounting bracket 4 of the present embodiment includes a bracket body 401 connected to the end portion 202, and a mounting sleeve 402 connected to the bracket body 401, and the speed reducer is mounted in a suspended manner, i.e., in the mounting sleeve 402. Also, to improve the structural strength of the stent body 401, as shown in fig. 9, the stent body 401 includes a first stent 4011 and a second stent 4012. The first bracket 4011 and the second bracket 4012 are connected to the end portion 202, and form a cavity therebetween that is open toward the underbody, so that the strength of the reducer mounting bracket 4 is improved by the characteristics of the cavity.

As a preferred embodiment, the first support 4011 of this embodiment has a structure as shown in fig. 10 to 12, and has a main plate 40111, and side plates 40112 located at left and right sides of the main plate 40111, and a first mounting groove 40113 is formed at a bottom of the main plate 40111. Further, a flange folded back toward the second side plate 40112 is provided on the top of the main plate 40111. By adopting the structure, the first support 4011 can be integrally in an arch structure and has better structural strength, so that the overall structural strength of the support body 401 can be improved.

As shown in fig. 11 and 12, the main board 40111 of this embodiment has a first support arm 40111b and a second support arm 40111c located on both left and right sides of the first mounting groove 40113, and both the first support arm 40111b and the second support arm 40111c extend downward in the Z direction of the entire vehicle. And the extension lengths of the first supporting arm 40111b and the second supporting arm 40111c are different, so that the strength of the first supporting arm 40111b is different from that of the second supporting arm 40111c, and further the modal frequency difference between the first supporting arm 40111b and the second supporting arm 40111c is realized, thereby avoiding the generation of resonance and realizing the frequency avoidance design.

Further, as a further embodiment, as shown in fig. 11, one end of the main plate 40111 near the end portion 202 is provided with a first chamfer portion 40111d and a second chamfer portion 40111e each having an arcuate shape, and the first chamfer portion 40111d and the second chamfer portion 40111e have different aspect ratios. By setting the extension lengths of the first arm 40111b and the second arm 40111c to different values and setting the aspect ratios of the first chamfered portion 40111d and the second chamfered portion 40111e to different values, it is possible to realize a design of avoiding frequencies of the main board 40111 and reduce the vibration response sensitivity.

In specific implementation, the main board 40111 may be formed by stamping a steel plate with a thickness of 1.4mm, and the length L1 of the first support arm 40111b may be set to be between 48mm and 55mm, and the length of the second support arm 40111cL2 may be set to be between 80mm and 90 mm. For example, the length of the first arm 40111bL1 may be 52mm, and the length of the second arm 40111cL2 may be 84mm. In addition, the aspect ratio of the first chamfer 40111d may be set to 0.3 to 0.5, and the aspect ratio of the second chamfer 40111e may be set to 0.5 to 0.55. For example, the aspect ratio of the first chamfer portion 40111d may be 0.4, and the aspect ratio of the second chamfer portion 40111e may be 0.53.

Here, it should be noted that the "aspect ratio" is a ratio between a sagittal height and a chord length of the arch structure, and the sagittal height is a vertical distance between a dome of the arch and a connecting line between two arch feet, and the chord length is a straight distance between the two arch feet of the arch.

In this embodiment, in order to further improve the structural strength of the main board 40111, as shown in fig. 10 and 11, a reinforcing protrusion 40111a having a shape of a herringbone is provided on the main board 40111. Also, this reinforcement protrusion 40111a is provided around the first mounting groove 40113, and in the entire vehicle Z direction, the reinforcement protrusion 40111a is located above the first mounting groove 40113. The height of the reinforcement protrusion 40111a may be set to 15mm to 25mm, for example, in practice, the height of the reinforcement protrusion 40111a may be set to 20mm.

Through the height setting with strengthening protruding 40111a in above-mentioned numerical range, can enough prevent that the protrusion height undersize, and can not play the reinforcing action, simultaneously, also can prevent to strengthen protruding 40111 a's boss height oversize, and make the top surface of front beam 2 have the fracture risk. It should be noted that, in addition to the reinforcing protrusion 40111a in the shape of a Chinese character 'ren', a protrusion structure having another shape may be provided on the main board 40111.

As shown in fig. 7 and 9, the second support 4012 of this embodiment is connected between the side plates 40112 on both sides of the main plate 40111, and a second mounting groove 4023 is provided at the bottom of the second support 4012. One end of the above-described mounting sleeve 402 is attached in the first mounting groove 40113, and the other end of the mounting sleeve 402 is attached in the second mounting groove 4023. As shown in fig. 13, the second bracket 4012 of the present embodiment is L-shaped, and has a first plate 4021 arranged side by side with the main plate 40111, and a second plate 4022 provided near the end portion 202. By the design, the second support 4012 has higher structural strength, and can be welded with the first support 4011 for a longer length, so that the connection strength between the first support 4011 and the second support 4012 can be increased.

The first plate 4021 is connected to the side plates 40112 on both sides, and the second mounting groove 4023 is disposed at the bottom of the first plate 4021. The second plate 4022 is connected to the side plates 40112 on both sides and the end portion 202, and as shown in fig. 13, a reinforcing portion 4022a bent in an "S" shape is provided on the second plate 4022. Also, the second plate member 4022 is connected to the end portion 202 by welding through the reinforcing portion 4022a. By arranging the reinforcing part 4022a bent in an S shape on the second plate 4022, the characteristics of multiple arch shapes, high strength and long welding length of the S-shaped structure can be utilized, the structural strength of the second plate 4022 is improved, and the vibration transmission energy is reduced. In specific implementation, the second support 4012 may be formed by stamping a steel plate with a thickness of 1.2 mm. It should be noted that the structures of the first support 4011 and the second support 4012 can be adjusted according to design requirements.

In addition, in order to further improve the structural strength of the rear subframe of the vehicle, as shown in fig. 3, 6 and 7, suspension rod mounting brackets 5 are connected to the bottom portions of the side members 1, a part of the suspension rod mounting brackets 5 is connected to the bottom portion of the front cross member 2, and the first bracket 4011 and the second bracket 4012 are connected to the suspension rod mounting brackets 5. Through setting up suspension pull rod mounting bracket 5, can further be connected front beam 2 and longeron 1 as a whole, can improve the holistic structural strength of sub vehicle frame behind the car, the intensity of 4 departments of multiplicable reduction gear installing support to can reduce the vibration response sensitivity. It should be noted that instead of connecting both the first support 4011 and the second support 4012 to the suspension rod mount 5, only the first support 4011 or the second support 4012 may be connected to the suspension rod mount 5.

The automobile rear auxiliary frame of the embodiment can have higher structural strength by adopting the structure, can enable the position of the speed reducer mounting bracket 4 to have higher structural strength, can effectively attenuate excitation energy when the speed reducer and tires move, improves the riding comfort of passengers in an automobile, and improves the stability of the whole automobile.

In addition, this embodiment still relates to an automobile, is equipped with as above in this automobile rear subframe.

The automobile of this embodiment can promote passenger's riding comfort and whole car and handle steady performance through setting up sub vehicle frame behind the car as above.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. The utility model provides a sub vehicle frame behind car which characterized in that:

the automobile front cross beam comprises two longitudinal beams (1) which are oppositely arranged along the Y direction of a whole automobile, and a front cross beam (2) and a rear cross beam (3) which are connected between the two longitudinal beams (1), wherein the front cross beam (2) and the rear cross beam (3) are arranged at intervals along the X direction of the whole automobile;

the front cross beam (2) comprises a middle part (201) and end parts (202) positioned at the left side and the right side of the middle part (201), and the end parts (202) at each side are connected with the longitudinal beam (1) at the same side;

along directional homonymy the direction of longeron (1), each side tip subtotal (202) sets up along whole car X to width gradually big, and both sides the bottom of tip subtotal (202) all is equipped with and is close to the homonymy reduction gear installing support (4) that longeron (1) were arranged.

2. The rear subframe of claim 1 wherein:

the reducer mounting bracket (4) includes a bracket body (401) connected to the end portion (202), and a mounting sleeve (402) connected to the bracket body (401).

3. The rear subframe of claim 2 wherein:

the stent body (401) comprises a first stent (4011) and a second stent (4012);

the first support (4011) is provided with a main board (40111) and side boards (40112) positioned on the left side and the right side of the main board (40111), and a first mounting groove (40113) is formed in the bottom of the main board (40111); the second support (4012) is connected between the side plates (40112) on two sides, and a second mounting groove (4023) is formed in the bottom of the second support (4012);

one end of the installation sleeve (402) is connected in the first installation groove (40113), and the other end of the installation sleeve (402) is connected in the second installation groove (4023).

4. The rear subframe of claim 3 wherein:

the main board (40111) is provided with a reinforcing protrusion (40111 a) in a herringbone shape, the reinforcing protrusion (40111 a) is arranged around the first installation groove (40113), and the reinforcing protrusion (40111 a) is positioned above the first installation groove (40113) along the Z direction of the whole vehicle; and/or the presence of a gas in the gas,

the main board (40111) is provided with a first support arm (40111 b) and a second support arm (40111 c) which are positioned at the left side and the right side of the first installation groove (40113), the first support arm (40111 b) and the second support arm (40111 c) both extend downwards along the Z direction of the whole vehicle, and the extension lengths of the first support arm (40111 b) and the second support arm (40111 c) are different;

one end of the main plate (40111) close to the end portion (202) is provided with a first chamfer portion (40111 d) and a second chamfer portion (40111 e) both having an arc shape, and the aspect ratio of the first chamfer portion (40111 d) and the second chamfer portion (40111 e) is different.

5. The rear subframe of claim 3 wherein:

said second bracket (4012) is L-shaped and has a first plate (4021) arranged side by side with said main plate (40111), and a second plate (4022) arranged close to said end portion (202); the first plate body (4021) is connected with the side plates (40112) on two sides, and the second mounting groove (4023) is formed in the bottom of the first plate body (4021);

the second plate body (4022) is connected with the side plates (40112) on two sides and the end part (202), and a reinforcing part (4022 a) bent in an S shape is arranged on the second plate body (4022).

6. The rear subframe of claim 3 wherein:

the bottom of longeron (1) all is connected with suspension rod mounting bracket (5) both sides, part in suspension rod mounting bracket (5) is connected the bottom of front beam (2), just first support (4011) and/or second support (4012) with suspension rod mounting bracket (5) link to each other.

7. The rear subframe according to any one of claims 1 to 6, wherein:

the automobile rear auxiliary frame is characterized in that the longitudinal beam (1) is of an arch structure which is arched towards the inner side of the automobile rear auxiliary frame, the front cross beam (2) and the rear cross beam (3) are connected with the arched part of the longitudinal beam (1), and the parts, connected with the longitudinal beam (1), of the end parts (202) on the two sides are of arch structures which are arched towards the same side of the longitudinal beam (1).

8. The rear subframe of claim 7 wherein:

the tops of the end parts (202) on the two sides are respectively provided with a plurality of reinforcing areas (M) bent into a triangle, and the reinforcing areas (M) on the end parts (202) on the two sides are arranged close to the longitudinal beams (1) on the same side;

and/or the top parts of the end parts (202) at the two sides are provided with reinforcing bosses (2021) protruding upwards along the Z direction of the whole vehicle.

9. The rear subframe of claim 8 wherein:

lightening holes (2022) are formed in the tops of the end portions (202) on the two sides, and at least one lightening hole (2022) is located on the reinforcing boss (2021).

10. An automobile, characterized in that:

the vehicle is provided with a rear subframe of any one of claims 1 to 9.

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